Arrangement of rudders for aircraft



June 24, 1930. H..J'UNKERs 1,166,025

ARRANGEMENT RUDDERS FOR AIRCRAFT Filed Jan. 4, 1929 2 Sheets-Sheet 1 June 24,1930; H. JUNKERS 1,766,025

ARRANGEMENT OF RUDDERS FOR AIRCRAFT Filed Jan. 4, 1929 2 Sheets-Sheet 2 Patented June- 24, 1930 UNITED STATES PATENT orrlcs HUGO OI DESSAU, GERMANY mmemm or nominee m mcmr fluenced by .the damping Application fled January 4, 11m, B61111 Io.

My invention refers to the arrangement of rudders (this term comprising also elevators and ailerons) for aircraft andmore especially flying machines. As a rule these directional controlling means consist of two surfaces closely adjacent each other in the direction of flight viz. a damping surface (which may be a wing, fin or stabilizer surface) and the rudder; In order to steer the craft, the rudder alone is usually rocked while the damping surface remains stationary relative to the aircraft.

Arrangements are however known, in which the damping surface is rocked or oscillated simultaneously with the rudder in which case the rudder is imparted a greater an ar deflection than the damping surface.

- these known arrangements the flow ofair around the rudder is unfavorably' insurface,"wh1ch is arranged closely in front of the rudder and I if the rudder is deflected to a comparatively great angle, this flow is liable to become unsteady. In consequence thereof the action of the rudder is rendered nonuniform, the

rudder effect is impaired and the operation of the rudder is interfered with. My invention has for its purpose to avoid-these drawbacks and 'to obtain an increased rudedge of the rudder and into the damping surface which is provided with a sharp rear edge.- co uence of .this arrangement, when the rudder is deflected relative to the 'dampin surface-no matterin which direction t ere is formed between the rear edge of the dam ing surface and the-front edge which air can flow from the ressure side of'the rudder to the suctionsi e.- Thusthe p effect, knownin connection wi h wings,

1s obtained also in connection with the rudders, this gap effect bein known to prevent unsteadiness ofthe air ow in the ran smaller an ar deflections of the in der, so that suc unsteadiness will'arisebnly at materiall larger ,deflections than hitherto.

The air orces acting on the rudder 'ar'ethus of the ru der a nozzle-like gap through 330,381, and in Germany January 14, 1928.

increased and in consequence thereof the rudder efl'ect obtainable is materially increased also. The air force acting on the rudder and the turnin moment exerted on the rudder by the air, th of which are dependent from the 211;?18 through which the and formingpart thereof, two modifications, embodying my invention are illustrated dia-- grammatically by we of exam le.

In the drawings- Figs. 1 and 2 show a stationary damping surface and a rudder pivotedflto it in the middle position in which the parts are in ali ent, and in the position'where' the In der is deflected, respectivel Figs. 3 and4' are similar ustrations of an arrangement where the damping surface is also arranged for oscillation.

Figs. 5 and 6 are an elevation, partly in this invention.

rectional controlling means is shown as an lelevatorarranged at the tail end of ,a fuse- 'lage 100. 1 is the stationary damping surface, which ends in a sharprear edge and arranged to the 2 is the elevator (ruddelrgl e pivotal axis 3 rear of this surface.

of this rudder is arranged in the damping surface and in front of the front edge 4 of the rudder, The pivot 3 is connected w th the rudder by arms 5 which are formed with" extensions 6 and 7, to which are con-' nected the control wires 8 and 9.

If therudder is deflected in one or, the

Referring first to Figs. 1 and 2,41; di-

fins or stabilizer I a0v der effect. I obtain this accor to this section on the line V-V in Fig. 6 and a invention b placing the pivotal axis of the lanview, partly in 886121011 on the 1 111% stream-line rudder in front of'the forward a VI in 1g. 5, respectively, embodying other' direction, there is formed'between the rear. edge 10 of the'damping surface 1 and the""il?ront edge 410i the rudder 2 a nozzle-shaped gap 11 throu h which air can flow from the pressure sife (the top side in Fig. 2) to the suction side, as shown by the arrow. In consequence of this passage 5 of air the tearing off of the flow at the rudder arises onl at a greater angular deflection than in t e case where no such gap is provided and where the front edge of the rudder always remains to the rear of the rear edge of the damping surface. There further follows that more especially at greater angular deflection of the rudder the forces of the air acting on the rudder will be greater 'than in the arrangements hitherto used. It is true that the new arrangement involves a certain drawback inasmuch as the turning moments exerted on the rudder 2 by the forces of air with regard to the pivotal axis 3 are greater than in the case w the rudder itself. However, this drawback can easily be avoided if necessary, for instance by providing a balancing surface 12 of a well known type (shown in dotted airlines), which is arranged in front of the pivotal axis.

In the arrangement of parts illustrated in Figs. 3 and 4,'not only the rudder 22 but also the damping surface 21 are arranged for oscillator movement about the stationary axis 23, or instance by means of wires 1 or cables 28, 29, each of which is subdivided in two branches, the branches 33, 34 being connected to a segment 24 secured to the damping surface 21, while the branches 35, 36 are connected to the segment 25 fixed to the rudder 22. The radius of the segment 25 is materially smaller than the radiusof the segment 24, and therefore, as the cables 33, 35 and 34, 36 always move the same distance, the rudder 22, when being deflected will rock through a materially greater angle than the'damping surface 21, as shown in. Fig. 4. In consequence thereof there is formed a nozzle-shaped gap 31, through which air can pass from the pressure side to the suction side as shown by the arrow.

This arrangement involves the advantage as compared with that shown in Figs. 1 and,

2, that its effect is greater inasmuch as the damping surface furnishes an additional substantial component of air force. Further the air forces P and P acting on the damping surface and the rudder, respectively, form turning moments, which are opposite- 1y directed with regard to the pivotal axis 23, so that a fair equilibrium of forces is obtamed. In consequence thereof the rudder can easily be operated without any balancing surfaces and the like being required.

The middle position of the combined dam'pmg surface and rudder relative to the mam axis of the aircraft can be adjusted by means of well" known adjusting members, 41, 42,

in the cables 28, 29, while similar ere the pivotal'axis extends through members 43, 44, inserted in the cables 35, 36 allow adjusting the position of alignment.

In the flying machine illustrated in Fi s.-

5 and 6 all members forming part of t e directional controlling means are designed in accordance with the present invention. The ailerons provided at the outer ends of the wings 51, 51 are designed substantially as shown in Figs. 1 and 2, the wing ends themselves forming the stationary damping surfaces, which in the present case, unlike the customary form, end in a sharp rear edge 60, 60, as can be seen in Fig. 5. To these portions of the wings the ailerons 52, 52' are connected for rocking motion about the axes 53, 53' in such manner that, whenever the ailerons are rocked relative to the wings 51, 51,-a nozzle-like gap is formed between the parts.

The elevator provided at the tail.end of the fuselage is designed in accordance with Figs. 3 .and 4. It is formed of a fin 61 rockable about a horizontal axis 63 and the ele-' justed. The horizontal fin or stabilizer 61 is narrower in the middle and this narrower part extends across an opening 67 in the fuselage, which is large enough to allow the 'fin 61 to rock as desired.

- The rudder, which is also provided at the tail end is'formed in the manner illustrated in Figs. 1 and It consists of the stationary vertical fin 71 and the rudder 72 connected therewith and rockable about an axis 73 This rudder extends also beyond the vertically extending rear end of the fuselage 100, which, like the fin 71, also,ends in a sharp rear ed e 80, so that on the rudder 72 being rocke to one or the other side, the nozzle-like gap shown in Fig.. 2 is formed. The rudder 72 is adjusted by means of the control stick 90 and wires or cables 91, 92, which lead to the levers 76, 77, fixed on the rudder 72.

The cables or wires can be replaced by other controlling means, for instance by rods connected to levers, which are so dimensioned that the rudder will be deflected through a greater angle than the damping surface.

I wish it to be understood that I do not desire to be limited to the exact details of construction shown and described for obvious modifications will occur to a person skilled in the art.

In the claims afiixed to this specification no selection of any particular modification of the invention is intended to the exclusion of other modifications thereof and the right v to subsequently make claim to any modification not covered by these claims is expressly reserved.

1. In aircraft a damping surface having a sharp rear edge and a rudder of streamlined cross section to the rear of said edge and pivoted to an axis extendin across said surface, the pivotal axis of sai rudder being disposed forwardof said rearedge.

2. In alrcraft a damping surface having a sharp rear edge and a rudder of streamlined cross section to the rear of said edge and pivoted to an axis extendingacross sa1d surface, the pivotal axis of said rudder being disposed forward of said rear edge, both said surface and said rudder being arranged for rocking motion, and means for positive- 1y coupling said parts in such manner that said rudder will always rock through a greaterv angle than said surface.

3. In aircraft a damping surface having a sharp rear edge and a rudder of stream-' lined cross section to the rear. of said edge and pivoted to an axis extending across said surface, the pivotal axis of said rudder being disposed forward of said rear edge, both saidsurface and said rudder being arranged for rocking motion, and means for positive:

ly coupling said parts in such manner that said rudder will always rock through, a greater an le than and :in ,the same direction as sai surface.

- 4. In aircraft a, damping surface having a sharp rear edge and a rudder of streamlined cross section to the rear of said edge and pivoted to an axis extending across said surface and means whereby, on said rudder being deflected relative to said surface, a

nozzle-like gap is formed between them.

.5. In aircraft a damping surface having a sharp rear edge and a rudder of streamlined cross section to the rear of and pivoted to an axis extendin across said-surface, the pivotal axis of said rudder being dis osed forward of said rear edge, both sai face and said rudder being arranged for rocking motion, and means for positively coupling saidpartsin such manner that said rudder will always ro'ck through a greater angle than said surface, the gear ratio for said surface and said rudder and the position of the ivotal axis of said surface being so chosen t at the turning moments of the air forces acting on said surface and said rudder with regard to said axis are substan-.

tially mutually balanced.

In testimony whereof I aflixJlpjy si ature.

- HUGO RS.

sur-' 

